Special Conditions: Airbus, Model A350-900 Series Airplane; Crew Rest Compartments, 2359-2365 [2014-00446]

Agencies

• Federal Aviation Administration
• DEPARTMENT OF TRANSPORTATION

[Federal Register Volume 79, Number 9 (Tuesday, January 14, 2014)]
[Rules and Regulations]
[Pages 2359-2365]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-00446]



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Federal Register / Vol. 79, No. 9 / Tuesday, January 14, 2014 / Rules 
and Regulations

[[Page 2359]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2012-0343; Notice No. 25-460A-SC]


Special Conditions: Airbus, Model A350-900 Series Airplane; Crew 
Rest Compartments

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Amended final special conditions.

-----------------------------------------------------------------------

SUMMARY: These amended special conditions are issued for Airbus Model 
A350-900 series airplanes. Notice of proposed special conditions, 
request for comments, for crew rest compartments of the A350-900 were 
published on March 30, 2012 in the Federal Register [Docket No. FAA-
2012-0343; Notice No. 25-460-SC]. The comment period closed May 14, 
2012. Comments were received. In response to an August 1, 2013 letter 
from Airbus, the wording of the special conditions was revised. The 
revised wording for special conditions 4 and 14 is now agreed. The 
revised amended special conditions wording is in italics.
    These airplanes will have novel or unusual design features 
associated with two separate Crew Rest Compartments: a Flight Crew Rest 
Compartment (FCRC) intended to be occupied by flight crew members only, 
and a Cabin Crew Rest Compartment (CCRC) intended to be occupied by 
cabin crew members. Both types of Crew Rest Compartments (CRC) are 
installed in the overhead area with access from the main deck. The 
applicable airworthiness regulations do not contain adequate or 
appropriate safety standards for this design feature. These special 
conditions contain the additional safety standards that the 
Administrator considers necessary to establish a level of safety 
equivalent to that established by the existing airworthiness standards.

DATES: Effective Date: The effective date of these special conditions 
is January 14, 2014.

FOR FURTHER INFORMATION CONTACT: Jeff Gardlin, FAA, Airframe/Cabin 
Safety, ANM-115, Transport Airplane Directorate, Aircraft Certification 
Service, 1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone 
(425) 227-2136; facsimile (425) 227-1320.

SUPPLEMENTARY INFORMATION: 

Background

    On August 25, 2008, Airbus applied for a type certificate for their 
new Model A350-900 series airplane. Later, Airbus requested and the FAA 
approved an extension to the application for FAA type certification to 
June 28, 2009. The Model A350-900 series has a conventional layout with 
twin wing-mounted Rolls-Royce Trent engines. It features a twin aisle 
9-abreast economy class layout, and accommodates side-by-side placement 
of LD-3 containers in the cargo compartment. The basic Model A350-900 
series configuration will accommodate 315 passengers in a standard two-
class arrangement. The design cruise speed is Mach 0.85 with a Maximum 
Take-Off Weight of 602,000 lbs. Airbus proposes the Model A350-900 
series to be certified for extended operations (ETOPS) beyond 180 
minutes at entry into service for up to a 420-minute maximum diversion 
time.
    Crew rest compartments have been previously installed and 
certificated on several Airbus airplane models (as well as those of 
other manufacturers) in various locations including the main passenger 
seating area and the overhead space above the main passenger cabin 
seating area. In each case, the FAA determined that the applicable 
Title 14 Code of Federal Regulations (14 CFR) sections did not provide 
all of the necessary requirements because each installation had unique 
features by virtue of its design, location, and use on the airplane. 
When the FAA finds that the applicable airworthiness regulations do not 
contain adequate or appropriate safety standards because of a novel or 
unusual design feature, special conditions are prescribed under the 
provisions of Sec.  21.16. The special conditions contain safety 
standards that the FAA considers necessary to establish a level of 
safety equivalent to that established by the existing airworthiness 
standards.
    The FAA has previously written special conditions to address crew 
rest compartment installations in various locations for various models. 
These special conditions have been very similar in content, but the 
particular details of a given installation have resulted in differences 
between the actual special conditions. The FAA has used the experience 
gained over time from prior special conditions to refine and enhance 
these special conditions. In the case of the Model A350-900 series, 
these special conditions reflect the knowledge gained from those 
programs and therefore have some differences in wording from prior 
Airbus special conditions, even though the overall intent of the 
special conditions is essentially the same.

Type Certification Basis

    Under 14 CFR 21.17, Airbus must show that the Model A350-900 series 
airplane meets the applicable provisions of 14 CFR part 25, as amended 
by Amendments 25-1 through 25-129.
    If the Administrator finds that the applicable airworthiness 
regulations (i.e., 14 CFR part 25) do not contain adequate or 
appropriate safety standards for the Model A350-900 series airplane 
because of a novel or unusual design feature, special conditions are 
prescribed under Sec.  21.16.
    Special conditions are initially applicable to the model for which 
they are issued. Should the type certificate for that model be amended 
later to include any other model that incorporates the same or similar 
novel or unusual design feature, the special conditions would also 
apply to the other model under Sec.  21.101.
    In addition to the applicable airworthiness regulations and special 
conditions, the Model A350-900 series must comply with the fuel vent 
and exhaust emission requirements of 14 CFR part 34 and the noise 
certification requirements of 14 CFR part 36. The FAA must also issue a 
finding of regulatory adequacy under Sec.  611 of Public Law 92-574, 
the ``Noise Control Act of 1972.''
    The FAA issues special conditions, as defined in 14 CFR 11.19, 
under Sec.  11.38, and they become part of the type-certification basis 
under Sec.  21.17(a)(2).

[[Page 2360]]

Novel or Unusual Design Features

    The Airbus Model A350-900 series will incorporate the following 
novel or unusual design features: two separate Crew Rest Compartments 
in the overhead area accessible from the main deck. The FCRC is 
intended to be occupied by flight crew members only, and a CCRC is 
intended to be occupied by cabin crew members only. These compartments 
are unique to part 25 because of their design, location, and use on the 
airplane. Because of the novel or unusual features associated with 
installation of these compartments, special conditions are considered 
necessary to provide a level of safety equal to that established by the 
airworthiness regulations.

Discussion

    Compliance with these special conditions does not ensure that the 
applicant has demonstrated compliance with the requirements of 14 CFR 
part 91, 121 or 135.
    In order to obtain an operational evaluation, the type design 
holder must contact the appropriate Aircraft Evaluation Group (AEG) in 
the Flight Standards Service and request an evaluation for operational 
suitability of the flight crew sleeping quarters in their crew rest 
facility. Results of these evaluations should be documented and 
appended to the A350 Flight Standardization Board (FSB) Report. 
Individual operators may reference these standardized evaluations in 
discussions with their FAA Principal Operating Inspector (POI) as the 
basis for an operational approval, in lieu of an on-site operational 
evaluation.
    Any changes to the approved overhead crew rest compartment 
configuration that affect crewmember emergency egress or any other 
procedures affecting the safety of the occupying crewmembers and/or 
related training shall require a re-evaluation and approval. The 
applicant for a crew rest design change that affects egress, safety 
procedures, or training is responsible for notifying the FAA's AEG that 
a new crew rest facility evaluation is required.
    Procedures must be developed to assure that a crewmember entering 
the overhead crew rest compartment through the vestibule to fight a 
fire will examine the vestibule and the lavatory areas for the source 
of the fire prior to entering the remaining areas of the crew rest 
compartment. These procedures are intended to assure that the source of 
the fire is not between the crewmember and the primary exit. If a fire 
source is not immediately self-evident to the firefighter, the 
firefighter should check for potential fire sources at areas closest to 
the primary exit first, then proceed to check areas in such a manner 
that the fire source, when found, would not be between the firefighter 
and the primary exit. Procedures describing methods to search the 
overhead crew rests for fire source(s) must be transmitted to the 
operator for incorporation into their training programs and appropriate 
operational manuals.

Discussion of Comments Received for Special Conditions 25-460-SC

    Notice of proposed special conditions No. 25-460-SC for Airbus 
Model A350-900 series airplanes was published in the Federal Register 
on March 30, 2012 (77 FR 19148). The following comments were received:

Air Line Pilots Association International

    ALPA commented that the special condition should require that the 
crew rest compartment be designed for ease of serviceability, to make 
sure that the intended safety levels are maintained. While the FAA 
agrees that designing the crew rest for ease of service is desirable, 
this goes beyond the scope of the special condition, which is simply 
setting the safety standards necessary to provide the same level of 
safety afforded by the regulations. No change is made to the special 
conditions.

Boeing Commercial Airplane Company

    Boeing suggested that an additional provision be added to 
explicitly state that illumination necessary for oxygen mask visibility 
under all lighting conditions must be provided with any curtain 
dividers in any position. We agree with the intent of the comment, 
however, the special conditions already require this. Special condition 
13 requires that the illumination automatically be sufficient in the 
event of an oxygen mask deployment. Special condition 14 requires that 
the oxygen requirements be satisfied in each area that is divided by a 
curtain, with the curtain open or closed. No change is made to the 
special conditions.

Airbus Design

    Airbus has made detailed design refinements that warrant 
modification to the special conditions 4 and 14, and has coordinated 
with European Aviation Safety Agency (EASA) on suitable changes that 
will address the Airbus design and maintain the intent of the special 
conditions. FAA and EASA have agreed that minor changes to these 
conditions are warranted. The special conditions changes are indicated 
in italics.

Applicability

    As discussed above, these special conditions apply to the Model 
A350-900 series airplanes. Should Airbus apply later for a change to 
the type certificate to include another model incorporating the same 
novel or unusual design feature, the special conditions would apply to 
that model as well.

Conclusion

    This action affects only certain novel or unusual design features 
on the Airbus Model A350-900 series airplanes. It is not a rule of 
general applicability.

List of Subjects in 14 CFR Part 25

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.

    The authority citation for these special conditions is as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

The Amended Special Conditions

    Accordingly, pursuant to the authority delegated to me by the 
administrator, the following amended special conditions are issued as 
part of the type certification basis for Airbus Model A350-900 series 
airplanes.
    1. Occupancy of the overhead crew rest compartment is limited to 
the total number of installed bunks and seats in each compartment, and 
is not allowed for taxi, takeoff, and landing. There must be an 
approved seat or berth able to withstand the maximum flight loads when 
occupied for each occupant permitted in the overhead crew rest 
compartment. In addition, the maximum occupancy in the overhead crew 
rest compartment may be limited as necessary to provide the required 
level of safety.
    (a) There must be appropriate placards, inside and outside each 
entrance to the overhead crew rest compartment to indicate:
    (1) The maximum number of occupants allowed,
    (2) That occupancy is restricted to crewmembers who are trained in 
the evacuation procedures for the overhead crew rest compartment,
    (3) That occupancy is prohibited during taxi, take-off, and 
landing,
    (4) That smoking is prohibited in the overhead crew rest 
compartment, and
    (5) That stowage in the crew rest compartment area is limited to 
crew personal luggage. The stowage of cargo or passenger baggage is not 
allowed.
    (b) There must be at least one ashtray on the inside and outside of 
any

[[Page 2361]]

entrance to the overhead crew rest compartment.
    (c) There must be a means to prevent passengers from entering the 
overhead crew rest compartment in the event of an emergency or when no 
flight attendant is present.
    (d) There must be a means for any door installed between the 
overhead crew rest compartment and passenger cabin to be capable of 
being quickly opened from inside the compartment, even when crowding 
occurs at each side of the door.
    (e) For all doors installed, there must be a means to preclude 
anyone from being trapped inside the overhead crew rest compartment. If 
a locking mechanism is installed, it must be capable of being unlocked 
from the outside without the aid of special tools. The lock must not 
prevent the compartment from being opened from the inside at any time.
    (f) The means of opening doors and hatches to the overhead crew 
rest compartment must be simple and obvious. In addition, doors or 
hatches that separate the overhead crew rest compartment from the main 
deck must not adversely affect evacuation of occupants on the main deck 
(slowing evacuation by encroaching into aisles in a way that is not 
easily reversible, for example) or cause injury to those occupants 
during opening or while opened.
    2. There must be at least two emergency evacuation routes, which 
could be used by each occupant of the overhead crew rest compartment to 
evacuate rapidly to the main cabin. (a) The routes must also be able to 
be closed from the main passenger cabin after evacuation. In addition, 
the routes must be located with sufficient separation within the 
overhead crew rest compartment to minimize the possibility of an event 
either inside or outside of the crew rest compartment which would 
render both routes inoperative.
    Compliance to the requirements of special condition No. 2. may be 
shown by inspection or by analysis. Regardless which method is used, 
the maximum acceptable exit separation is 60 feet measured between exit 
openings.

Compliance by Inspection

    An overhead crew rest compartment less than 60 feet in length in 
which the evacuation routes are located such that each occupant of the 
seats and berths has an unobstructed route to at least one of the 
evacuation routes regardless of the location of a fire would be 
acceptable by inspection. A fire within a berth that only blocks the 
occupant of that berth from exiting the berth need not be considered. 
Therefore, exits which are located at absolute opposite ends (i.e., 
adjacent to opposite end walls) of the crew rest would require no 
further review or analysis with regard to exit separation.

Compliance by Analysis

    Analysis must show the overhead crew rest compartment configuration 
and interior features provide for all occupants of the overhead crew 
rest to escape the compartment in the event of a hazard inside or 
outside of the compartment. Elements to consider in this evaluation are 
as follows:
    (1) Fire inside or outside the overhead crew rest compartment 
considered separately and the design elements used to reduce the 
available fuel for the fire,
    (2) Design elements to reduce the fire ignition sources in the 
overhead crew rest compartment,
    (3) Distribution and quantity of emergency equipment within the 
overhead crew rest compartment,
    (4) Structural failure or deformation of components that could 
block access to the available evacuation routes (e.g., seats, folding 
berths, contents of stowage compartments, etc.),
    (5) An incapacitated person blocking the evacuation routes,
    (6) Any other foreseeable hazard not identified above that could 
cause the evacuation routes to be compromised.
    Analysis must consider design features affecting access to the 
evacuation routes. The design features that should be considered 
include, but are not limited to, seat-back break-over, the elimination 
of rigid structure that reduces access from one part of the compartment 
to another, the elimination of items that are known to be the cause of 
potential hazards, the availability of emergency equipment to address 
fire hazards, the availability of communications equipment, 
supplemental restraint devices to retain items of mass that could 
hinder evacuation if broken loose, and load path isolation between 
components that contain the evacuation routes.
    Analysis of the fire threats should be used in determining the 
placement of required fire extinguishers and protective breathing 
equipment (PBEs) and should consider the possibility of fire in any 
location in the overhead crew rest compartment. The location and 
quantity of PBEs and fire extinguishers should allow occupants located 
in any approved seats or berths access to the equipment necessary to 
fight a fire in the overhead crew rest compartment.
    The intent of these special conditions is to provide sufficient 
exit separation. The exit separation analysis described above should 
not be used to approve exits which have less physical separation 
(measured between the centroid of each exit opening) than the minimums 
prescribed below, unless compensating features are identified and 
submitted to the FAA for evaluation and approval.
    For overhead crew rest compartments with one exit located near the 
forward or aft end of an overhead crew rest compartment, as measured by 
having the centroid of the exit opening within 20 percent of the 
forward or aft end of the total overhead crew rest compartment length, 
the exit separation should not be less than 50 percent of the total 
overhead crew rest compartment length.
    For overhead crew rest compartments with neither required exit 
located near the forward or aft end of the overhead crew rest 
compartment, as measured by not having the centroid of either exit 
opening within 20 percent of the forward or aft end of the total 
overhead crew rest compartment length, the exit separation should not 
be less than 30 percent of the total overhead crew rest compartment 
length.
    (b) The routes must be designed to minimize the possibility of 
blockage, which might result from fire, mechanical or structural 
failure, or persons standing below or against the escape route. One of 
the evacuation routes should not be located where normal movement by 
passengers, such as in the main aisle, cross aisle or galley complex, 
would impede egress from the overhead crew rest compartment when it is 
occupied. If an evacuation route utilizes an area where normal movement 
of passengers occurs, it must be demonstrated that passengers would not 
impede egress to the main deck. If there is low headroom at or near the 
evacuation route, provisions must be made to prevent or to protect 
occupants of the overhead crew rest compartment from head injury. The 
use of evacuation routes must not be dependent on any powered device. 
If the evacuation path is over an area where there are passenger seats, 
a maximum of five passengers may be displaced from their seats 
temporarily during the evacuation process of an incapacitated 
person(s). If the evacuation procedure involves the evacuee stepping on 
seats, the seats must not be damaged to the extent that they would not 
be acceptable for occupancy during an emergency landing.
    (c) Emergency evacuation procedures, including the emergency 
evacuation of an incapacitated occupant from the overhead crew rest 
compartment, must

[[Page 2362]]

be established. All of these procedures must be transmitted to the 
operator for incorporation into their training programs and appropriate 
operational manuals.
    (d) There must be a limitation in the Airplane Flight Manual or 
other suitable means requiring that crewmembers be trained in the use 
of all evacuation routes.
    3. There must be a means for the evacuation of an incapacitated 
person, representative of a ninety-fifth percentile male, from the 
overhead crew rest compartment to the passenger cabin floor.
    (a) The evacuation must be demonstrated for all evacuation routes. 
One person, e.g., a crewmember or assistant, within the overhead crew 
rest compartment may provide assistance in the evacuation. Additional 
assistance may be provided by up to three persons in the main passenger 
compartment. These additional assistants must be standing on the floor 
while providing assistance.
    (b) For evacuation routes having stairways, the additional 
assistants may ascend up to one half the elevation change from the main 
deck to the overhead crew rest compartment, or to the first landing, 
whichever is lower.
    4. The following signs and placards must be provided in the 
overhead crew rest compartment:
    (a) At least one exit sign meeting the requirements of Sec.  
25.812(b)(1)(i) must be located near each exit. One allowable exception 
is utilization of a sign with reduced background area of no less than 
5.3 square inches (excluding the letters), provided that it is 
installed such that the material surrounding the exit sign is light in 
color (e.g., white, cream, light beige). If the material surrounding 
the exit sign is not light in color, a sign with a minimum of a one-
inch wide background border around the letters would also be 
acceptable. Another allowable exception is a sign with a symbol that 
the FAA has determined to be equivalent for use as an exit sign in an 
overhead crew rest compartment.
    For the overhead flight crew rest compartment containing no more 
than two bunks and 2 seats, an exit sign illuminated by the emergency 
lighting system and meeting all other requirements of Sec.  
25.812(b)(1)(i) is acceptable.
    (b) An appropriate placard located near each exit defining the 
location and the operating instructions for each exit.
    (c) Placards must be readable from a distance of 30 inches under 
emergency lighting conditions.
    (d) The exit handles and operating instruction placards must be 
illuminated to at least 160 microlamberts under emergency lighting 
conditions.
    5. If the aircraft's main power system fails, or of the normal 
overhead crew rest compartment lighting system fails, there must be a 
means for emergency illumination to be automatically provided for the 
overhead crew rest compartment.
    (a) This emergency illumination must be independent of the main 
lighting system.
    (b) The sources of general cabin illumination may be common to both 
the emergency and the main lighting systems if the power supply to the 
emergency lighting system is independent of the power supply to the 
main lighting system.
    (c) The illumination level must be sufficient for the occupants of 
the overhead crew rest compartment to locate and transfer to the main 
passenger cabin floor by means of each evacuation route.
    6. There must be means for two-way voice communications between 
crewmembers on the flight deck and occupants of the overhead crew rest 
compartment. There must also be two-way communications between the 
occupants of the overhead crew rest compartment and each flight 
attendant station required to have a public address system microphone 
per Sec.  25.1423(g) in the passenger cabin. In addition, the public 
address system must include provisions to provide only the relevant 
information to the flight crewmembers in the overhead crew rest 
compartment (e.g., fire in flight, aircraft depressurization, 
preparation of the compartment occupants for landing.).
    7. There must be a means for manual activation of an aural 
emergency alarm system, audible during normal and emergency conditions, 
to enable crewmembers on the flight deck and at each pair of required 
floor level emergency exits to alert occupants of the overhead crew 
rest compartment of an emergency situation. Use of a public address or 
crew interphone system will be acceptable, provided an adequate means 
of differentiating between normal and emergency communications is 
incorporated. The system must be powered in flight, after the shutdown 
or failure of all engines and auxiliary power units, for a period of at 
least ten minutes.
    8. There must be a means, readily detectable by seated or standing 
occupants of the overhead crew rest compartment, which indicates when 
seat belts should be fastened. If there are no seats, at least one 
means must be provided to cover anticipated turbulence such as 
sufficient handholds. Seat belt type restraints must be provided for 
berths and must be compatible for the sleeping attitude during cruise 
conditions. There must be a placard on each berth requiring that seat 
belts must be fastened when occupied. If compliance with any of the 
other requirements of these special conditions is predicated on 
specific head location, there must be a placard identifying the head 
position.
    9. In lieu of the requirements specified in Sec.  25.1439(a) that 
pertain to isolated compartments and to providing a level of safety 
equivalent to that for occupants of an isolated galley, the following 
equipment must be provided in the overhead crew rest compartment:
    (a) At least one approved hand-held fire extinguisher appropriate 
for the kinds of fires likely to occur,
    (b) Two Protective Breathing Equipment (PBE) devices approved to 
Technical Standard Order (TSO)-C116 or equivalent, suitable for 
firefighting, or one PBE for each hand-held fire extinguisher, 
whichever is greater, and
    (c) One flashlight.

    Note:  Additional PBEs and fire extinguishers in specific 
locations, beyond the minimum numbers prescribed in Special 
Condition No. 9 may be required as a result of the egress analysis 
accomplished to satisfy Special Condition No. 2(a).

    10. A smoke or fire detection system or systems must be provided 
that monitors each occupiable area within the overhead crew rest 
compartment, including those areas partitioned by curtains. Flight 
tests must be conducted to show compliance with this requirement. Each 
system or systems must provide:
    (a) A visual indication to the flightdeck within one minute after 
the start of a fire;
    (b) An aural warning in the overhead crew rest compartment; and
    (c) A warning in the main passenger cabin. This warning must be 
readily detectable by a flight attendant, considering the positioning 
of flight attendants throughout the main passenger compartment during 
various phases of flight.
    11. The overhead crew rest compartment must be designed such that 
fires within the compartment can be controlled without a crewmember 
having to enter the compartment, or the design of the access provisions 
must allow crewmembers equipped for firefighting to have unrestricted 
access to the compartment. The time for a crewmember on the main deck 
to react to the fire alarm, to don the firefighting equipment, and to 
gain access must not

[[Page 2363]]

exceed the time for the compartment to become smoke-filled, making it 
difficult to locate the fire source. Procedures describing methods to 
search the overhead crew rests for fire sources(s) must be established. 
These procedures must be transmitted to the operator for incorporation 
into their training programs and appropriate operational manuals.
    12. There must be a means provided to exclude hazardous quantities 
of smoke or extinguishing agent originating in the overhead crew rest 
compartment from entering any other compartment occupied by crewmembers 
or passengers. This means must include the time periods during the 
evacuation of the overhead crew rest compartment and, if applicable, 
when accessing the overhead crew rest compartment to manually fight a 
fire. Smoke entering any other compartment occupied by crewmembers or 
passengers when the access to the overhead crew rest compartment is 
opened, during an emergency evacuation, must dissipate within five 
minutes after the access to the overhead crew rest compartment is 
closed. Hazardous quantities of smoke may not enter any other 
compartment occupied by crewmembers or passengers during subsequent 
access to manually fight a fire in the overhead crew rest compartment 
(the amount of smoke entrained by a firefighter exiting the overhead 
crew rest compartment through the access is not considered hazardous). 
During the one-minute smoke detection time, penetration of a small 
quantity of smoke from the overhead crew rest compartment into an 
occupied area is acceptable. Flight tests must be conducted to show 
compliance with this requirement.
    There must be a provision in the firefighting procedures to ensure 
that all door(s) and hatch(es) at the crew rest compartment outlets are 
closed after evacuation of the crew rest compartment and during 
firefighting to minimize smoke and extinguishing agent from entering 
other occupiable compartments.
    If a built-in fire extinguishing system is used in lieu of manual 
firefighting, then the fire extinguishing system must be designed so 
that no hazardous quantities of extinguishing agent will enter other 
compartments occupied by passengers or crew. The system must have 
adequate capacity to suppress any fire occurring in the overhead crew 
rest compartment, considering the fire threat, volume of the 
compartment, and the ventilation rate.
    13. There must be a supplemental oxygen system within the crew rest 
compartment as follows:
    (a) There must be at least one mask for each seat and for each 
berth in the crew rest compartment.
    (b) If a destination area, such as a changing area, is provided in 
the overhead crew rest compartment, there must be an oxygen mask 
readily available for each occupant that can reasonably be expected to 
be in the destination area. The maximum number of required masks within 
the destination area is limited to the placarded maximum occupancy of 
the crew rest.
    (c) There must also be an oxygen mask readily accessible to each 
occupant that can reasonably be expected to be either transitioning 
from the main cabin into the crew rest compartment, transitioning 
within the crew rest compartment, or transitioning from the crew rest 
compartment to the main cabin.
    (d) The system must provide an aural and visual alert to warn the 
occupants of the overhead crew rest compartment to don oxygen masks if 
there is a decompression. The aural and visual alerts must activate 
concurrently with the deployment of the oxygen masks in the passenger 
cabin. To compensate for sleeping occupants, the aural alert must be 
heard in each section of the overhead crew rest compartment and must 
sound continuously for a minimum of five minutes or until a reset 
switch within the overhead crew rest compartment is activated. A visual 
alert that informs occupants that they must don an oxygen mask must be 
visible in each section.
    (e) There must also be a means by which the oxygen masks can be 
manually deployed from the flight deck.
    (f) Decompression procedures for crew rest occupants must be 
established. These procedures must be transmitted to the operator for 
incorporation into their training programs and appropriate operational 
manuals.
    (g) The supplemental oxygen system for the crew rest shall meet the 
same 14 CFR part 25 regulations as the supplemental oxygen system for 
the passenger cabin occupants except for the 10 percent additional 
masks requirement of Sec.  25.1447(c)(1).
    (h) The illumination level of the normal overhead crew rest 
compartment lighting system must automatically be sufficient for each 
occupant of the compartment to locate a deployed oxygen mask.
    14. The following requirements apply to overhead crew rest 
compartments that are divided into sections by curtains or partitions:
    (a) A placard is required adjacent to each curtain that visually 
divides or separates, for privacy purposes, the overhead crew rest 
compartment into small sections. The placard must require that the 
curtain(s) remains open when the private section it creates is 
unoccupied. The vestibule section adjacent to the stairway is not 
considered a private area and, therefore, does not require a placard.
    (b) For each section of the CRC created by the installation of a 
curtain, the following requirements of these special conditions must be 
met with the curtain open or closed:
    (1) No smoking placard (Special Condition No. 1),
    (2) Emergency illumination (Special Condition No. 5),
    (3) Emergency alarm system (Special Condition No. 7),
    (4) Seat belt fasten signal or return to seat signal as applicable 
(Special Condition No. 8), unless it is agreed by the FAA that only 
short term occupancy is possible (e.g. a changing area with room for 
only one standing person and possessing no seat or feature useable as a 
seat), and
    (5) The smoke or fire detection system (Special Condition No. 10), 
and
    (6) The oxygen system (Special Condition No. 13).
    (c) Overhead crew rest compartments visually divided to the extent 
that evacuation could be affected must have exit signs that direct 
occupants to the primary stairway exit. The exit signs must be provided 
in each separate section of the overhead crew rest compartment, except 
for curtained bunks, and must meet the requirements of Sec.  
25.812(b)(1)(i). An exit sign with reduced background area or a 
symbolic exit sign as described in Special Condition No. 4(a) may be 
used to meet this requirement.
    (d) For sections within an overhead crew rest compartment with a 
rigid partition with a door physically separating the sections, the 
following requirements of these special conditions must be met with the 
door open or closed:
    (1) There must be a secondary evacuation route from each section to 
the main deck, or alternatively, it must be shown that any door between 
the sections has been designed to preclude anyone from being trapped 
inside the compartment. Removal of an incapacitated occupant within 
this area must be considered. A secondary evacuation route from a small 
room designed for only one occupant for short time duration, such as a 
changing area or lavatory, is not required. However, removal of an 
incapacitated occupant from a small room, such as a changing area or 
lavatory, must be considered.

[[Page 2364]]

    (2) Any door between the sections must be shown to be openable when 
crowded against, even when crowding occurs at each side of the door.
    (3) There may be no more than one door between any seat or berth 
and the primary stairway exit.
    (4) There must be exit signs in each section meeting the 
requirements of Sec.  25.812(b)(1)(i), or shown to have an Equivalent 
Level of Safety, that direct occupants to the primary stairway exit. An 
exit sign with reduced background area or a symbolic exit sign as 
described in Special Condition No. 4(a) may be used to meet this 
requirement.
    (e) For each smaller section within the main overhead crew rest 
compartment created by the installation of a partition with a door, the 
following requirements of these special conditions must be met with the 
door open or closed:
    (1) No smoking placards (Special Condition No. 1);
    (2) Emergency illumination (Special Condition No. 5);
    (3) Two-way voice communication (Special Condition No. 6);
    (4) Emergency alarm system (Special Condition No. 7);
    (5) Seat belt fasten signal or return to seat signal as applicable 
(Special Condition No. 8);
    (6) Emergency firefighting and protective equipment (Special 
Condition No. 9);
    (7) Smoke or fire detection system (Special Condition No. 10), and
    (8) The oxygen system (Special Condition No. 13).
    15. The requirements of two-way voice communication with the flight 
deck and provisions for emergency firefighting and protective equipment 
are not applicable to lavatories or other small areas that are not 
intended to be occupied for extended periods of time.
    16. Where a waste disposal receptacle is fitted, it must be 
equipped with an automatic fire extinguisher that meets the performance 
requirements of Sec.  25.854(b).
    17. Materials (including finishes or decorative surfaces applied to 
the materials) must comply with the flammability requirements of Sec.  
25.853(a) as amended by Amendment 25-116. Mattresses must comply with 
the flammability requirements of Sec.  25.853(c), as amended by 
Amendment 25-116.
    18. The addition of a lavatory within the overhead crew rest 
compartment would require the lavatory to meet the same requirements as 
those for a lavatory installed on the main deck except with regard to 
Special Condition No. 10 for smoke detection.
    19. Each stowage compartment in the crew rest compartment, except 
for underseat compartments for occupant convenience, must be completely 
enclosed. All enclosed stowage compartments within the overhead crew 
rest compartment that are not limited to stowage of emergency equipment 
or airplane supplied equipment such as bedding must meet the design 
criteria given in the table below. Enclosed stowage compartments 
greater than 200 ft\3\ in interior volume are not addressed by this 
special condition. The in-flight accessibility of very large enclosed 
stowage compartments and the subsequent impact on the crewmembers' 
ability to effectively reach any part of the compartment with the 
contents of a hand fire extinguisher will require additional fire 
protection considerations similar to those required for inaccessible 
compartments such as Class C cargo compartments.

                  Stowage Compartment Interior Volumes
------------------------------------------------------------------------
                                 Less than 25      25 cubic feet to 200
   Fire protection features       cubic feet            cubic feet
------------------------------------------------------------------------
Materials of Construction \1\  Yes.............  Yes.
Detectors \2\................  No..............  Yes.
Liner \3\....................  No..............  Yes.
Locating Device \4\..........  No..............  Yes.
------------------------------------------------------------------------
\1\ Material
The material used to construct each enclosed stowage compartment must at
  least be fire resistant and must meet the flammability standards
  established for interior components of Sec.   25.853. For compartments
  less than 25 ft \3\ in interior volume, the design must ensure the
  ability to contain a fire likely to occur within the compartment under
  normal use.
\2\ Detectors
Enclosed stowage compartments equal to or exceeding 25 ft \3\ in
  interior volume must be provided with a smoke or fire detection system
  to ensure that a fire can be detected within a one-minute detection
  time. Flight tests must be conducted to show compliance with this
  requirement. Each system (or systems) must provide:
(a) A visual indication in the flight deck within one minute after the
  start of a fire,
(b) An aural warning in the overhead crew rest compartment, and
(c) A warning in the main passenger cabin. This warning must be readily
  detectable by a flight attendant and consider the position of flight
  attendants throughout the main passenger compartment during various
  phases of flight.
\3\ Liner
If it can be shown that the material used to construct the stowage
  compartment meets the flammability requirements of a liner for a Class
  B cargo compartment (i.e., Sec.   25.855 at Amendment 25-116, and
  Appendix F, part I, paragraph (a)(2)(ii)), then no liner is required
  for enclosed stowage compartments equal to or greater than 25 ft \3\
  in interior volume but less than 57 ft \3\ in interior volume. For all
  enclosed stowage compartments equal to or greater than 57 ft\3\ in
  interior volume but less than or equal to 200 ft \3\, a liner must be
  provided that meets the requirements of Sec.   25.855 for a Class B
  cargo compartment.
\4\ Locating Device
Overhead crew rest compartments which contain enclosed stowage
  compartments exceeding 25 ft \3\ interior volume and which are located
  away from the entry to the overhead crew rest compartment require
  additional fire protection features and/or devices to assist the
  firefighter in determining the location of a fire.



[[Page 2365]]

    Issued in Renton, Washington, on December 30, 2013.
John P. Piccola, Jr.,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service .
[FR Doc. 2014-00446 Filed 1-13-14; 8:45 am]
BILLING CODE 4910-13-P